Railway-traffic-controlling apparatus



June 23, 1925.

F. H. NICHOLSON RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 28. 1924 |NVEN TOR I vf. Mm, BY pz- 74;. a

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Ml@ ATTORNEY Patented June Z3, 1925.

UNITED STATES PATENT OFFICE.

FRANK II. NICHOLSON, or PHILADELPHIA, PENNSYLVANIA, AssIcNon 'To THE UNIor SWITCH a. SIGNAL c'oMPANmxor sWIssvALn. PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

' 'RAILWAYjTRAFIIC-CONTROLLING APPARATUS.

'Application .filed-August 2s, 1924. serial N8. 734,714.

To all. whomf imag concern.:

Be it known that I, FRANK lLNxcHoLsoN, a citizen of theUnited States, residing at Philadelphia, inthe county "of Philadelphia 5' and State of Pennsylvania, have invented certain .new and useful Improvements in Railway-Trame-Controlling1 Apparatus, of

which the following is a specification'.

My invention relates to railway `traffic controlling apparatus, and particularly to apparatus of .the type comprising train carried governing apparatus' controlled by `energy received from the trackway.`

I will describe one form of railway traf# fic controlling apparatus embodying my invention, and will then point-out the.. novel features thereof in claims.. In the .accompanyingdrawing Figi is a diagrammatic view showing one f forln of trackway apparatus embodying my innention. f Fig. 2 1s a view, partly diagrammatic, and partly in .cross section, shtml-ingl one form .of train carried apparatus arranged to co-operate with the' trackway apparatus shown in Fig. 1 and also embodying'my inventi'on.

Similar reference characters refer tol similar parts in both views'.

Referring rstto F ig'. .1, the" reference characters l and 1 designate the trackf railsA of a railroad over'y which vtradic-normally moves in the direction indicated` bythe ai:

row; These railsare divided, by means of-v insulated joints 4, into a plurality of suc'- 452 tory, connected across the rails adjacent the exitend of the section,v and a track relay connected across the' rails adjacent' the en' trance end of the section.l Eachl such track battery is designated by the reference char- 50. acter E with a suitable exponent, and each track relay by the reference character R also 4with an appropriate exponent.` The track relays may be used to control other trafstop.

' cessive track sections A-B, Bj-U, Cr-D',`

track circuit current, such as a track batfic controlling apparatus in any suitable manner. s

. Each section is also provided with a trackway signal designated by the reference character lS with a suitable distinguishing exponent.v As here shown,-"e'ach signal S is a three position semaphore si al located ad.- jacent the entrance end o. the associated section but. this particular form and location are not essential. Each Asignal is controlled in'accordance with trailic conditions in advance in the -usual manner, but since the circuitsfor such control form no part of my presentinvention they are omitted from the drawing for the sake of simplicity. For present purposes it is suicient to statethat each signal 'is so controlled that when the associated section is occupied the signal indlcates stop ;l .when the .associated section "is unoccupied and the section next in advance 1s occupied, the signalv indicates caution;

and whenthe corresponding section and the section next Ain advance are both unoccupied,

the signal indicates proceed. Associated with each signal'S is a circuit controller designated 4by the reference character F with an exponent corresponding to the@ location and -arranged to be closed when-thalassociated signal indicates proceed or caution but to be open vwhen such signal indicates Means arealso provided lfor at times sup. plying alternating. train. controlling 'current to the rails of sections A-B'i-and G-D. For thispurposeeachof these sections is provided with a track transformer designated by the reference character T with a suitable exponent and having'a secondary winding 8- interposedbetween the associated 'track battery E and one rail 1` of the corresponding. section. AThesupply of energy to the primary of each such transformer is .controlled'by the circuitjcontroller F for .the section next-in advance. Referring parvticul'arly to transformer TB, when signal SB is at .proceed.g or caution the primary winding 2 "of this ftrans-former is supplied with alternating current over circuit controller FB from vterminals L and bfof'a suitable source of alternatin current not shown in the drawing. 'It fol ows that sectionA-B is supplied with` alternatingtrain controlling current when signal Sindicates o ceed or caution. The supl of train con# trolling current to section D is similarly .Controlled by signal S1?.

Sfpaced at intervalsalong. the trackway im section B-'C are train controlling devices energy to primary 2 of transformer TC is controlled in the same manner as described for transformer TB! It follows that each 01E the devices W iS .supp-lied with trein controlling current. when 'signal SC indicates proceed or caution but. not when signalV SC indicates. stop- Under n condition is ,train controlling current supplied to the rails of section The train carried apparatus comprises a pair of magnetiza-ble cores 5 and 5.a located in advance ofthe forward' axle 5.7 ofthe train illustrated diagrammatically at V' in lig.y 1. "The two cores vund '5a aredisposed above, and in. inductive relation with, the two track railsl and 1*?, respectively. Carried onc'oreis a `Winding 6 and a similar winding 6ft is provided for core 5. These two Windin are .Connected in series (see Fig. 42) so t at the voltagesinduced in the windings by alternating train controlling current in the vtrack rails or in the loops W are additive. These windings are constantly connected, preferabl7 through a suitable amplifierand a recti r` 8, with the magnet 9 of a' magnet valve device M. It follows that 'when the train occupies aA section of track the rails of which are being supplied with .trein controlling current, or when the cores -5'and 5 are over an energized trackway device W, ,magnet 9 is energized.

The valve. device M comprises a valve body l() provided with an Yexhaust port 12 opening te.. atmosphere, en inlet. `Ort 14 0011-.

strictly vsupplied. "with 'fluid' un .ferpressure from-a source .not shown in the drawing,

:inclv also with e. Pipe 22, the function of which vvill be explained hereinafter. When 'ma A et 9 is cle-energized, the double' valve 511 `1s moved by'a spring 13 into such position that pipe l2 2'is Idisconnected from port 14;v and is connected with port, 12, thus vent- 'jing pipe 22 to atmosphere. When magnet 9 1 s` energized, howeveig-valve 11 is movedA downwardly against.. the bias. exerted lo* spring 1 3 and pipe 2 2 is then disconnected from.' atmosphere' Vand connected lwith the 'meens of port'14. Amagnet repeater va by" pipe 22 as follows: The valve K oo f prises a valve body 1 5 containing a cylindiir Which is divided into a right hand chamber *16 .and a'left hand chamber 1.7 by e Pisten 4 19. Chamber 17 is provided with 'a slide ve K is controlled valve 20 operate-d` by piston. 1Q. P'ipe` 2 2 is Connected, with. Chamber .lo chamber 1.7 is Constant-1y .supplied with. .flu-.id pressure through pipe 14.' [Piston l@ isurged toivard the left by a spring 2l so. that; 'when Huid pressure is supplied to chamber 16 by pipe 22,115 when magnet. 9 ofvel-v-.ey devi M 1s energized, the teinbined. .for-ee exerted Ab5' 2.1 and Pisten 19 is moveil'fte the rig into its reversed position.V Y s A. restricted speed repeater valve J.' Conlprises avalve body Containing two cherribers 37 and 35. seperated by 'e' piston 3.9 which, is. Constantly u rfedf te' the lef-1t ,fr e spring 58- Chamber- Sl' Constantly stippliedwith fluid pressure through pipe 11th, and chamber 38 is connected With "chamber 17' of lvalve K by means of; pipe. 3,3. .when slide valve 20 of Valve K 'the normal position.

When slide valve 2O of valve K is .in the normal position, p iston'l).` of valve. ,I oci cupiesv the left hand or. ;normnl lpf st i fon under the influence. offthe pressure lll 61.12.111' ber 38 and the spring 58, thus moving slide valve 4 1 into the position .illustrated in the drawing. When the pressure .in pipe 35, and hence in chamber 38;, is reduced, piston- 39. and slide valve 41 operated thereby are moved into their right hander reversepositions by the pressure exerted upon the. left hand side of piston 39. 'l

Associated withvalve is a. release valve L biased. to e right hand Position by e. spring 2 5.. When valve K is normal iiuid plessnre isadmitted to the right hand'side nof flexible diaphragm 24 through 'pipe te?, recess 2,9* inv Slide valve. 2.0 welPipes.` 3Q. 'and 29 Pipe 29, eemmunieetingwithfthe ril] h Sid@ .0f diaphragm 2.4, is Constant-1y 01.21.1.11@et-r` f edfwith a blowfdown reservoir 32. .Under this Condition, that is, when velve K' is. 1.21011.'- mal, the pressure, `on the right hand of diaphragm 24 VoverfIonian@es the. spring25 and valve L is. held ,in its. lett hand or closed position. lVhcn, the pressure on the right hand' side of dinphrngm 2st is reduced below a predetermined vnl-.ue however, as Will @weer hereinafter, sprins25 mores valve L.. te .the right emi this val-ve then vents. pipe 33x to atmosphere. through port 2,8. f

A blow-,down valve P and a low speed valve Gfare controlled by a speed governor H as will novv be described. The governor H comprises a suitable housing` 5,3 contain- 'ing a shaft 51 which is actuated through spring.

i displacement -being train; Two weights 54 are arranged to be rotated by shaft 51 and, by virtue of the centrifugal force so generated, to move a crosshead 55 -to the left against the bias exerted by a spring 56. It is plain that the greater the speed of the train, the farther crosshead 55 will be moved toward the left.

The low speed valve G is biased to a closed position by a spring 50. When the speed of the train exceeds some low value such for example as 15 miles per hour, crosshead 55 engages 41 and opening of valve G can not thenl apply the brakes.

Valve P comprises a chamber 51 having a piston 46 therein. The piston is biased by a 47 to a right hand position, in which is connected with the atmosphere only a small orifice 45, and this is piston when the speed pipe 34 through the position of the of the train does not exceed a given value.

brakes.

As the speed of ltlie'train increases above this given value, however, crosshead 55 of governor H engages the end of 'iston 46 and displaces this piston to the lett against the bias of spring 47, the amount of this afunction of the train speed. As piston 46 moves to the left the edge 46a of the piston uncovers an auxiliary port 45 for pipe 34 so that the greater the speed of the train the greater the area of the orice through which pipe 34 can discharge to atmosphere. It should be pointed out that when valve K is reversed pipe 34 is connected, by recess 29'* in slide valve 20, with pipes 30 and 29 and blow-down reservoir 32. L

As shown in Fig. 2 the train is proceeding at la speed greater. than 15 miles per hour. Crosshead 55 is thereforemoved to the left, opening valves G andP. Magnet 9 of valve device M is energized, so that valve K is in kthe normal position. As a result, blow-down reservoir 32 is charged from pipe 14c and valve L is closed. The pipe 34 leading to the blow-down valve P is blanked by slide valve 20, and pipe 33 supplies chamber 38 of valve J with fluid pressure from pipe 14 through chamber 17 of valve K. Valve J is therefore in the normal position. As a result slide valve 41 of this valve disconnects pipe 42 from ipe 43 and prevents pipe 42 from'ventingt rough valve G, now open.; Under these conditions, the train is allowed to proceed at any speed without incurring a brake application.

I will now assume that ist-connected with chamber 17. the magnet 9 et" valve device M becomes de-energized, as by the entrance of the train into a section of track to which the supply of train controlling current has been interrupted. Valve device M reverses and vents chamber 16 of valve K to atmosphere through port 12. Valve K therefore reverses. The reversal of valve K accomplishes three things, (l) pipe 3'() is disconnected from pipe 14, (2) reservoir 32 and pipe 29 are connected, through pipe 30, slide valve 20, and pipe 34, with the bloW-downvalve P, (3) and pipe 33 leading to chamber 38 of valve J is blanked by slide 20 and hence disconnected fromits source of fluid pressure. The pressure in reservoir 32 immediately commences to leak off through valve P. After a time interval the duration vof which depends upon the amount of opening-of valve P and hence u on the speed of the train, the pressure in pipe y29 is so reduced that the force exerted on the right hand side of diaphragm 24 of valve L is less than the force exerted by sprin 25 and the valve L opens, thus venting ciamber 38l of valve J izo-atmosphere through pipes 33 and 33, and port 28. Valve J then reverses to connectl pipe 42 with valve G. The venting of pipe 42 through valve G, now open, applies lthe My invention thus provides apparatus on a train arranged when released to change from an initial condition to an ultimate condition in a time interval which decreases as the speed of the train increases, this a paratus being the blow-down reservoir w ich is vnormally in the initial condition of being charged with fluid pressure from pipe 14, the magnet repeater valve K, and the blowdown valve P, which valve P, when valve K 'is reversed, allows the pressure in reservoir 32 to dissipate to atmosphere till valve L opens, de nding upon the train speed.

t should be pointed out that if, subsequent to the de-energization of magnet 9, and prior toy the expiration of the time interval required to open valve L, the speed of the train is reduced to a value below 15 miles per hour, valve G will close and the reversal of valve J will not then apply the brakes. If, under these conditions the train again exceeds 15 miles per hour the brakes will immediately be applied by the opening of valve G, since valve J will, under these conditions, remain in the reversed position.

If, however, subsequent to the de-energization of magnet 9 andprior to the opening of valve L, magnet 9 is againl energized, valve K is immediately moved to its normal position, recharging the reservoir 32 and disconnecting the reservoir from blow-down valve P. At the same time of course, pipe 33 Y As a result 'theapparatus is restored to normal without the time required for this reductionV lon the operation of valves' L andJ, and the brakes are not applied. It should be pointdesired to limit the speed of trains through,

this section to miles per hour, the devices W are so disposed that the distance between each point where magnet M is de-energized and the next successive point at whichmagnet M isl energized is so great that a train proceeding at afspeed in excess of 3() miles 'er hour will open its valve L and apply the rakes `before the train traverses this distance. 'If however, the train is proceeding at less than 30 miles per hour, the `time interval required for the blow-down operation is great enough to bridge the time required to pass from one device W to the next lor the distance d in Fig. 1, and hence the brakes are not applied.

For example, I will assume that the time required after de-energization ofymagnet 9 before the brakeswill be applied when the -train is traveling at 30 miles per hour is 27 seconds; at 25 miles per hour is 33 seconds; and at 40 miles per hour is 15 seconds, At 30 miles erhour the train will travel 1188 feet in 27 seconds. Consequently, the devices W are so disposed along the trackway that the distance d (Fig. 1) is 1188 feet. If the train proceeds into the section at 40 miles per hour it will travel only 880 feet before the brakes are applied. If,

however', a train traverses the section at 25,

miles per hour, the valve L will not open till the train has traversed 1210 feet. Obviously, the apparatus will be restored to its initial conditlon at"they end of 1188 feet and the train is therefore permitted to proceedy through the section without a brake application.

If the train enters section B-C When signal SC indicates stop, devices W are all deenergized', and valve 9, being de-energized throughout the block, will cause reservoir 32 to discharge in a time dependent upon the speed valve L to reverse at the predetermined pressure, and the brakes to apply if the speed is above 15 miles r hour.

It should be understood t at while I have,

for purposes of explanation specified cer- I tain definite speeds, and certain definite time intervals for blow-down reservoir reduction, these ,values are not essential but would be modified to suit local conditions.

Although Il have herein shown and described only one form and arrangement of apparatus embodying my invention, it is understood that various changes and modifications may be made 'therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: i

1. Railwayl traic controlling apparatus comprising apparatus on a train arranged whenreleased to change from an initial condition to an ultimate condition in a time in terval which decreases as the speed of the train increases, means partially on the train and partially in the trackway for continually keeping said apparatus in its initial condition under safe traiic conditions but for releasing said apparatus under dangerous traffic conditions, brake applying mechanism set into operation when said apparatus reaches its ultimate condition, a portion of track containing a permanent hazard and .not equipped with trackway apparatus for keeplngA said apparatus continually in its initlal condition, and devices` in such portion of track for restoring said apparatus to its.initial condition at intervals but so arranged that if the-speed of the train exceeds a safe maximum the apparatus will reach its ultimate condition.

2. Railway traffic controlling apparatus comprising a reservoir, means partially on the train and partially in the trackway for connecting said reservoir with a source of vfluid pressure under safe traic conditions but eEective under dangerous traiiclconditions to disconnect the reservoirffrom said source and connect the reservoir with atmosphere through an orifice the area of which increases as the speed of the train increases, brake applying mechanism on theftrain set into operation when the iuid pressure in said reservoir is reduced below a predetermined value, a portion of track containing a permanent hazard and notl equi ped with trackway apparatus for continual y kee ing said reservolr charged to a pressure a ve said predetermined value, and devices in such portion of track for charging said reservoir at intervals but so arranged that if the speed of the train exceeds a safe maximum the pressure in the reservoir will drop below said predetermined value.

i In testimony whereof I aix my signature.

FRANK H; NIoHoLsoN. 

